Injection engine



y 1942- H. FISCHER r 2,281,685

INJECTION ENGINE Filed April 24,- 1941 frzven 5'07". 17am; @Lsc/Zer.

Patented May 5, 1942 inmc'rrou ENGINE Hans Fischer, Yonkers, N. Y., assignor to Lanova Corporation, Long Island- City, N; Y., a corporation ofDelaware Application April 24,1941, Serial 1 Clailn (Cl. 123-32) Thisinvention relates to injection engines. and has to do with engines ofthe supplementary chamber solid injection type. in which the fuel isinjected mechanically and without the aid of an air blast.

Engines of the character referred to, in which relatively high pressureis created in the supplementary chamber or cell by relatively rapidcombustion therein, with resulting ejection of a high pressure highvelocity blast therefrom into the combustion chamber to assist there indispersion and combustion of the injected fuel are The engine of myinvention comprises a cyl-v inder Hi, closed at its outer end by a headll bolted or otherwise suitably secured in position, with an interveninggasket l2, and a piston [3 operating in the cylinder. When piston I3 isin its innermost or top dead center-position shown in Figure 1, which isits position of maximum compression, clearance space H between the topof piston 43 and the underface of head ll preferably is only thatrequired for mechanical reasons, and is substantially equal to thethickness of gasket I2.

known, such engines being commonly designated energy cell engines.

The primary object of'my invention is to provide an engine ofv thecharacter referred to suitable for airplane use and analogous purposes,capable of operating at increased speed and efliciency compared to knownengines of this type.

More specifically, I so relate the injection noz-* zle, thesupplementary chamber or energy cell and the combustion chamber as toutilize most efliciently a blast ejected from the supplementary chamberto disperse the injectediuel spray and mix it rapidly and uniformly withthe available combustion supporting air, thus assuring a high rate ofcombustion and early completion of combustion, both essential to highspeed and efliciencyo invention will appear from the detaileddescription.-

In the drawing:

Figure 1 is an axial sectional view through the upper end portion of thecylinder and the cylinder head of an engine embodying my invention,showing the portions thereof with which my invention is concerned,certain parts being shown in elevation;

Figure 2 is a sectional view taken substantially on line 2-2 of Figure1, with the valves omitted for clearness of illustration;

Figure 3 is a diagrammatic plan view of the combustion chamber and thesupplementary chamber and the injection nozzle, showing the .conditionswhich'obtain shortly after injection of fuel starts and as the pistonapproaches its top dead center position; i Figure 3A is a view similarto Figure 3 but showing the conditions which obtain incident tocombustion in the supplementary chamber:

Figure 4is a view similar toFigure 3 showin a modification of thefunnel-like passage leading to the suppleinentarychamber; and

4A is a view similar to Figure 3A of the modification of Figure 4.

Further objects and advantages of my- The head II is provided with twopassages l5 and I5 respectively opening downward into clearance space Itand through the roof of combustion chamber ll formed in the under sideof-head ll. Passages l5 and it are controlled by valves II and II,respectively, stems 20 and 2| of which operate through guide sleeves 22and I3 appropriately mounted in head i I. Either of the passages I5 andi6 may be the exhaust passage, the other being the inlet passage. If itbe assumed that passage I5 is the exhaust passage, then passage Itbecomes the inlet passage and these passages are controlled by inlet andexhaust valves l9 and II, respectively, which valves, in practice, haveassociated therewith suitable means for operating them in proper timedrelation, as is well known.

The axis of valve I9 is inclined downward and inward of the cylinder, asshown, and the axis of combustion chamber I1 is similarly inclined. Thehead of valve l9 constitutes the major portion of the roof of combustionchamber ll, the roof of which is inclined from its inner side downwardto its outer side, this chamber correspondingly decreasing in heightoutward. The combustion chamber I! is of circular. shape in a planeperpendicular to its axis, being elliptical in plan, due to itsinclination, though it'may be considered as substantially circular 'inplan.

'Prefer'ably combustion chamber I'I overlies and opens directly downwardinto cylinder l0, adja-' a restricted orifice 2G and a funnel-likepassage. J

il-leading to orifice 26 and flaring inward toward combustion chamberII. An injection nozzle 28 is mounted in head II in a suitable knownman- I ner. Nozzle II is provided at its inner end-or tip with a portdisposed to inject a spray s of fuel along line 1-) into passage 21 andorifice 26.

' '-The supplementary chamber 26 is shown as being of substantiallyovoidal shape and is formed in part by a removable plug 29 screwed orotherwise suitably secured in head II, the inner end" of this plug beingsuitably recessed to define the outer portion of the interior of chamber25. Theinner side of passage 21 is extended at 21' and is there tangentto the inner side of combus- 'tion. chamber l1.

' The line of injection f-f forms a chord of combustion chamber l1 andis disposed adjacent the inner or higher side thereof. Orifice 26 andpassage 21 are substantially coaxiah Axis gg of orifice 26 also forms achord of combustion chamber i'l, lying between the inner side thereofand the line of fuel injection f! and intersecting the surrounding wallof combustion chamber ll at h at about the midportion of the arc ikointercepted by the line ofinjection f-f. Preferably, the injectionmozzle. port and the orifice 26 are so related that the lines f--! andg-g intersect in the orifice 26 and there define an interior acuteangle. The injection nozzle port is spaced such a distance from passage21 and orifice 26 as to assure entry of the injected fuel into supple-'mentary chamber-25 in proper amount to form with the air therein a quickburning fuel-air mixture.

During 'the compression stroke of the piston IS the displaced air isforced into combustion,

Piston I3 is substantially on the dwell of its compression stroke, readyto start down on its working stroke, and the body of air effective forsupporting combustion of the fuel is confined within the combustionchamber II. The blast of gases strikes the surrounding wall ofcombustion chamber II, at the inner orhigher side thereof, andis inlarge part deflected generally toward the opposite outer or lower sideof that chamber,

mentary chamber 25 tend tofiowalong the surrounding wall of thecombustion chamber I1 and to displace the end portion of the spray isadjacent the tip of nozzle 26 circumferentially of that wall and towardthe center of chamber II, as indicated in Figure 3A. That isadvantageous as assuring that that portion of the spray, which is therichest, will be dispersed and forced into and mixed with an adequatevolume of the air to assure rapid and complete combustion of the fueltherein. In general the spray s is dispersed and driven away from thecold sur- 30.

rounding wall of chamber IT into the'unconsumed air within thatchamber.practically inchamber I I and through passage 21 andvorifice 26into. supplementary chamber 26. The pressure in both chambers increasesas the compression stroke of the piston proceeds, but remains higher inchamber l'l than in chamber 25 due to the throttling effect of orifice26, which is properly proportioned to that end. As the piston l3approaches'top' dead center position injection of fuel begins, asindicated in Figure 3; The fuel isinjected along line f-! in the form ofan effectively broken up spray it having a small. disstantaneously,while piston I3 is on the dwell of it compression stroke or about tostart down on its combustion stroke. More specifically, the fuel persionangleand forming, with a'small amount of the air in chamber ll, a richslow burning fuel-air mixture. The tip of the spray s enters passage 21and the injected fuel is directed thereby through orifice 26 intosupplementary chamber' 25 in proper amount to form therein a quickburning fuel-air mixture, indicated by the stippling in Figure 3.

spray is driven away from the cold surrounding wall of chamber l1 intothe central portion of that chamber, where a large portion of the fuelis quickly burned. The portion of theblast traveling about the wallofchamber I! then tends to create rotation of the contents thereof,causing outward travel of any unburned fuel particles toward thesurrounding wall of chamber l1, through the unconsumed air therein. Thatcauses burning of such fuel particles before they reach the wall of thecombustion chamber. That results in greatly accelerated combustion, atthat time, rendering possible materially increased speed of operationwhile assuring completion of combustion within the first twenty orthirty de- At about from 4 to 6 before top dead center position-of thepiston l3, which latter is its position of maximum compression, the richfuel-air mixture in combustion chamber I! is ignited by the heat ofcompression, and burns therein relatively slowlyyinjection of fuelcontinuing until about top dead center position of. the piston, at whichtime fuel injection is terminated.

At about top dead center position of piston 13,

the quick burning fuel-air mixture in supplementary chamber 25 isignited, by flame propagation from chamber I! or by increase in pressureinchamber 25 incident to pressure increase in chamber H, or by both. Thecombustion in chamber 25 is extremely rapid and causes an abrupt rise ofpressure therein to a relatively high value which may be twice thepressure then obtaining in combustion chamber ll. The relatively highpressure in supplementary chamber 25 causes the ejection therefrom, atabout from 4 to 6 after top dead center position of piston ll, of a highpressure high velocity stream of incandescent gases, in the nature of ablast,

through orifice 26 and passage 21 along line 0-9 into combustion chamberll. That occurs while grees of travel of the piston on its combustion orworking stroke. The net result isthat the engine of my present inventionshows a marked increase in speed and operating efiiciency over the abovereferred to known engines of this general type, as tests havedemonstrated.

In Figures 4 and 4A the inner wall of passage 21 is curved inward at 2'!and is substantially tangent to the inner side of combustion chamber I1,and the axis 9-9 of orifice 26 is tangent to are iko and intersectscurved portion 21 of passage 21 at h. The blast from supplementarychamber 25, in Figures 4 and 4A is in general deflected more across thecombustion chamberj ward the lower or outer side of that chamber. Byhaving chamber I! of decreasing height outward I provide adequate air atthe inner portion thereof to assure ignition and combustion of therich-fuel air mixture of the spray s, while also providing adequate airin those portions of chamber 11 into which any remaining iuel is drivento assure rapid and thorough combustion therein of such fuel. Thatarrangement of the combustion chamber, while preferred, is not essentialto the broader concept of my invention, which comprises so relating theenergy cell to the combustion chamber and the injected Iuel spray thatthe latter does not contact the: surrounding cold wall of the combustionchamber and is dispersed into the air in that chamber in a manner toobtain rapid and thorough combustion of the fuel, as above described.

It will be understood that the construction of the engines illustratedherein is by way of example only and that modifications thereof may beresorted to without departing from the field and scope of my invention,and I intend to include in this application all such variations as fallwithin the scope of the appended claim.

I claim:

In an injection engine, a cylinder and a piston operating therein, acombustion chamber opening into said cylinder, a supplementary chamberopening into said combustion chamber between a diameter and one sidethereot through a restricted orifice and a tunnel-like passage flaringfrom. said orifice toward said combustion chamher, said passage having awall merging with said side oii said combustion chamber substantiallytangentially thereof, and an injection nozzle having a. port disposed toinject a spray of fuel across said combustion chamber and into saidpassage on a chord adjacent said one side at said combustion chamber,said nozzle being timed to eflect said injection before top dead centerpiston. positiom'the distance between the port 01. said nozzle and saidorifice and passage being such as to assure entry of injected iuel intosaid supplementary chamber" in proper amount to iormswith the airtherein a quick burning fuel-air mixture effective for producing withinsaid supplementary chamber incident to combustion therein relativelylush pressure effective for ejecting therefrom after top dead centerpiston position a high-pressure highvelocity blast of gases through saidorifice and passage, said orifice and passage being disposed todischarge said blast into said combustion chamber on a chordintersecting said firstnamed chord and traversing said combustionchamber nearer said combustion chamber side than said first-named chord,whereby said blast impinges upon said combustion chamber side and isdeflected thereby into a peripheral sweep toward the opposite side ofthe combustion chamber.

HANS FISCHER.

DISCLAIMER Hans Fispher, Yonkers, N. Y. I

42. Disclaimer filed November Corporation.

Hereby enters this disclaimer to t JECTION ENGINE. Patent dated May heclaim in said patent.

[Ofiic'ial Gazette December 5, 19.44.]

15, .1944, by the assignee, Lanooa

